Gasolene-engine.



BMENTED 00127, 190s.

b R. R. GASLKILL.

GASOLBNE ENGINE..

APPLIOATION Hmm un. 4.; 189,;9..

N0 MODEL` .L W mn.

Qb v y PQ b 5 W I 3. LS sm@ M y mf .N m. .R R ...ou f W s MQ. n a. w Q l @w E M UNITED STATES Patented October 27,1903.y

PATENT OFFICE.

ROLAND R. GASKILL,'OF HENNESSY, OKLAHOMA TERRITORY, ASSIGNOR OF ONEHALF TO LOUIS F. BISHOFF, OF HENNESSY,OKLAHOMA'TER- RITORY.

GASOLENE-ENGINE.

SPECIFICATION forming part of Letters Patent No. 742,184, dateclOctob'er 2'7", 1903.

' Application ined Aprii 4, 1899. seria No. 711.685. (No man.)

J'o all whom it may concern.-

,Be it known that I, ROLAND R. GASKILL, a citizen of the United States, residing at Hennessy, in thecounty of Kingfisher and Territory of Oklahoma, have invented certain new and useful Improvements in Gasolene-'Engines, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to gasolene-engines or engines in which a mixture of gaseous vapor, usually hydrocarbon, is comm'ingled with a proportion of atmospheric air and ignited to produce expansion and a propulsive effect.

The object of the invention is to produce an engine in which a single cylinder shall take in the gaseous Vcharge at each end with each stroke of the piston in the proper direci tion, sol that there 'are no idle strokes; to

provide the engine with auxiliary starting' pumps, so that gas may be forcedinto the cylinder to s tart the engine without the necessity of rotating the drive or fly wheel; to connect the vapor-supply with the pumps and cylinder in an eective manner, and to iniprove various detailsof construction and the mode of operation ofan engine of this character.

Figure lis a partial horizontal section and partial plan of the general features of the invention, parts of the engine being omitted which areI not considered necessary to the present explanation'. Fig. 2 is a partial ele'- vation and partial Avertical longitudinal section, Yomitting some parts. Fig. 3 is a detail section of a tubular connection with the cyl# inder-head, in which tubes the ignition device maybe contained.

The drawings are distorted in many particulars, no attempt being made to show the relative proportion of parts, but only to indicate the invention, so that a person skilled in the art might make and use the invention.

Thenumeral l indicates the cylinder of the engine. This cylinder is constructed in most respects in any suitable way and preferably has a water-jacket, such being common. For convenience, strength, and compactness, however, the cylinder-heads are extended beyond the cylinder, preferably at both sides and top and bottom. The extensions of the cylinder-heads may thus become iianges or legs 2 3 to support the cylinder and connections and also heads 4, 5, 6,' and 7 to the dif-- ferent pumps Aand also standards 8 9 to support the gasolene-tanks. The cylinder-heads may be of cast metal, each being integral, and excess of weight can be prevented by shaping according' to the strength required. The cylinder has a gas-supply pipe or inlet at each end, each pipe having a check-valve to permit gas to How into but not out from the cylinder. l0 and 11 indicate these inletpipes and their check-valves, the latter being of any usual construction. Thecylinderhas an exhaust-port 15 central of the length of the cylinder. The piston is shown as composed of two disks 22 and 23,'connected with a spreader 24E. The piston may be packed in any usual way, the Whole space around the spreader 24E being available for such packing,

if desirable. The piston-rod 25 leads through one of the piston-heads, being packed in any usual way, and the p itman 26 vconnected to crank-shaft 30 in usual manner. The length of the piston is somewhat less thanhalf the length ofthe cylinder, and its stroke is such that at the Aextreme of Yits movement it uncovers one-half of the exhaust-port 15. The extreme movement in either direction does not bring the proximate end of the piston close to the cylinder-head, but leaves a chamber which may contain an' igniter, and into which chamber an initial chargeof gas may be introduced. These chambers at the ends of the cylinder also prevent injurious elects from the accumulation 'of soot or other products of combustion, in the bottomof the cylinder. Any large accumulation of such debris is blown out at the exhaust-port. v

Gasolene-reservoirs 30 and 3l are located with convenient relation to the ends of the cylinder, preferably at the extensions 8 9 of the cylinder-heads. These tanks are close Vessels and may be filled with gasolene' or like iiuid through suitable valves and preferably about two-thirds full vto work to best advantage. An air-pipe 32 extends from a central valve and has its ends turned down IOO controlled from a governor 34, both valve and governorbeing of any approved construction, so that the valve closes as the governor moves more rapidly,asis usual with governor-valves. The governor is of course actuated from the engine in any suitable Way, as by drive-belt 35. The gas-supply pipes 4:0 and 4l extend from the upper part of the reservoirs and above the level of the fluid therein toward the supply-pumps. Branch pipes connect to the hand-pumps, which will first be described.

The pipes 40 and 4l are supposed to be connected with pipes 40 and 41. Suppose now the piston is in the position shown in Fig. l. The hand-pump 50 is operated by means of rod 52, leading to hand-lever 54. The check-valve 401 permits gas to pass to the pump, but prevents its return to the reservoir. The return stroke or" the pump-piston therefore forces the gas through pipe -LOC to the cylinder through valve and pipe l0. Assuming the gas to be ignited,the expansion of the air and gas will impel the piston toward the other end of the cylinder until the exhaust-port is opened by the passage of the piston and the spent gas escapes. Should a second charge be necessary to accumulate momentum enough to start the power-pumps, the same can be supplied from the second hand-pump 5l by means of connections 53 and lever 55, the gas being received through connections 4l 411 41C, substantially similar to the connections described and leading to the other end of the cylinder through valve and pipe ll. Usually, however, only one hand-pump Will be needed, as the momentum of parts after the ignition of one charge will generally cause the return stroke of the piston. Assuming the lily-wheel 39 on shaft 30 to be in motion and the eccentric 38 on shaft 30 to be in operation, let us suppose to indicate connections from said shaft by which pumps 62 and 63 are operated. These pumps take gas from the reservoirs through pipes 40 and 4l and by means of suitable connections, as 6Jc and 65, convey the gas mixture through supply-valves and pipes l0 and ll to the chambers in the cylinder, the supply alternating at opposite ends of the piston. As the pumps are outside the cylinder and operate to compress the gas and drive it toward the cylinder, the gas escape in other directions being prevented by suitable valves, as indicated or as will be understood byv persons skilled in this art,

the infiow of the gas mixture to the cylinder is gradual and the combustion is more nearly continuous than is the case in engines in which the gas is compressed in the cylinder and fired to produce an explosion.

Any usual ignition device may be used, either electrical, incandescent, or otherwise. A convenient inclosure may be formed to contain the igniter by a tube 7l, bent in the form of an oX-bow, both ends being screwthreaded. This bent tube may be inclosed in the combustion-chamber of the cylinder,

lthe two ends extending into holes in the head of the cylinder. Larger tubes 72 enter the same holes in the cylinderhead, having threaded engagement both with the cylinderhead and the bent tube. The tubes 72 7l thus form a passage through which wires may be led or inwhich a gas-flame may be kept ignited, or other means may be employed by which the tube 7l may be used as an inclosure to the ignition device, whatever that may be.

The valve 33, which governs the ad mission of air tothe reservoirs, governs the speed of the engine, since the mixed gas can only be drawn from the reservoirs as air is admitted to the reservoirs. As the air is admitted to the reservoirs it becomes carbureted by passing through the iiuid and is then drawn into the pumps, as described, and thence forced to the cylinder, as has been explained.

In a gasolene-engine ofthe character described, a closed supply-reservoir for hydrocarbon Huid, a pipe leading from the upper part thereof above the fluid-supply, for conveying gas tov a powerdriven pump, and having a branch to a hand-pump, checkvalves preventing the return of gas from said pumps, pipes leading from both said pumps to the engine-cylinder, a hand-lever for operating the hand-pump, and power mechanism for operating the power-pump, whereby the hand-pump may be used as a starter or auxiliary to the power-pu mp, all the specified elements combined substantially as described. y

In testimony whereof I aiiix my signature in presence of two Witnesses.

ROLAND R. GASKILT..

Vitnesses:

VJOHN JoI-INsoN, FRANK BURNS.

IOU 

